My thesis describes a tool which creates speed-lines automatically in 3D computer animations. Speed-lines are usually used in comic books to express fast motions in a still image. They are also used in 2D animations. Although animations don't need speed-lines for motions, they are interesting graphic elements and give more sense of speed to the audience. However, speed-lines are not used in the 3D computer animation, so I have implemented the graphic element into the 3D computer animation. The combination of the 2D-looking speed-lines and the 3D computer animations makes a unique look that some animators might want. In addition, making speed-lines based on motions of moving objects or cameras, this tool can make 3D speed-lines which are very difficult to draw by hand.

La mise en service d’une ligne ferroviaire à grande vitesse n’a qu’insuffisamment été étudiée au prisme des stratégies anticipatrices des firmes. Si la littérature scientifique se montre relativement circonspect sur la relation générale entre infrastructure de transport et développement économique, les enjeux et les attentes des acteurs sont nombreux dans les territoires desservis. Au-delà d’un éclairage prospectif sur l’intégration éventuelle de la LGV Bretagne-Pays de la Loire par les entreprises du Grand Ouest, la thèse aborde de manière large les stratégies des firmes face aux politiques publiques de transport ferroviaire à grande vitesse. La sensibilité des dirigeants d’entreprise est étudiée à travers sa nature, ses déterminants et l’incidence potentielle qu’elle tend à augurer sur les dynamiques territoriales locales. La rencontre de 179 dirigeants appartenant à une quinzaine d’entités territoriales du Grand Ouest et d’Île-de-France constitue le matériau principal de cette recherche empirique. L’appréhension de l’accessibilité ferroviaire accrue y est distinguée selon les singularités professionnelles des métiers du numérique, de la bancassurance, des services supérieurs aux entreprises et de l’industrie. Cette approche par l’activité spatiale des firmes participe ainsi d’une meilleure intégration des perceptions et stratégies privées dans l’accompagnement de la grande vitesse ferroviaire au sein des territoires desservis / The commissioning of a new high-speed rail was not sufficiently studied in light of companies’ strategy. Despite a wary scientific view on the correlation between transport infrastructure and economic development, many local stakes and expectations remain in the served areas. Beyond a prospective understanding on the potential integration of the Bretagne-Pays de la Loire highspeed rail by France’s Grand Ouest (western regions) companies, this thesis provides an analysis of firms’ integration into high-speed transportation public policies. Company heads’ sensibility is studied through its nature, determinants and potential impact that it could foresee on local dynamics. This empirical research consists mainly of interviews with 179 company leaders, on 14 areas in Grand Ouest and Paris region. Increased railway accessibility is analysed according to the specificities of digital activities, banking and insurances, business services and industry.Firms’ spatial activity leads to a better integration of perceptions and private strategies when developing high-speed rail within served areas.

High Speed Lines (HSL) in rail passenger services are regarded as one of the most significant projects in many countries comparing to other projects in the transportation area. According to the EU (European Council Directive 96/48/EC,2004) , high-speed lines are either new-built lines for speeds of 250km/h or greater, or in some cases upgraded traditional lines. At the beginning of 2008, there were 10,000 km of new HSL lines in operation, and by taking into account the upgraded conventional lines, in total, there were 20,000 km line in the world. The network is growing fast because of the demand for short travelling time and comfort isincreasing rapidly. Since HSL projects require a lot of capital, it is getting more important for governments and companies to estimate and to calculate the total costs and benefits of building, maintaining, and operating of HSL so that they can decide better and more reliable in choosing between projects. There are many parameters which affect the total costs and benefits of an HSL. The most important parameter is dimensional speed which has a great influence on other parameters. For example, tunnels need larger cross section for higher speed which increases construction costs. More important, higher speed also influences the number of passengers attracted from other modes of transport. Due to a large number of speed-dependant parameters, it is not a simple task to estimate an optimal dimensional speed by calculating the costs and benefits of an HSL manually. It is also difficult to do analysis for different speeds, as speed changes many other relevant parameters. As a matter of fact, there is a need for a computational model to calculate the cost-benefit for different speeds. Based on the computational model, it is possible to define different scenarios and compare them to each other to see what the potentially optimal speed would be for a new HSL project. Besides the optimal speed, it is also possible to analyze and find effects of two other important parameters, fare and frequency, by cost-benefit analysis (CBA). The probability model used in the calculation is based on an elasticity model, and input parameters are subject to flexibility to calibrate the model appropriately. Optimal high-speed line (OHSL) tool is developed to make the model accessible for the users.

The aim of this diploma thesis is to design a new track route of high speed line from Brno to Znojmo, specifically between the planned terminal of high speed line Unkovice and existing railway station Hrušovany nad Jevišovkou. The track is designed for a maximum speed of 250 km/h. The alignment and profile of the line were designed, including the design of the railway superstructure and track geometry parameters.